Locomotive-spring-equalizing arrangement



Feb. 26, 1929. 1,703,526

Y E. G. HALLQUIST LocoraoTIvE SPRINd BQUALIZING ARRANGENENT 2 Sheets-Sheet 2 Filed Oct. 18, 1927 iV/74P the usual manner.

Patented Feb.r 26, 1929.

UNITED STATES y 1,703,526 PATENT OFFICE.

EINAR G. HALLQUIST, F EDWARDSVILLE, ILLINOIS, ASSIGNOR TO COMMONWEALTH` STEEL `COMPANY,OF GRANITE CITY, ILLNOIS, A CORPORATION OF NEW LocoMoTivE-sPmNG-EQUALIZING ARRANGEMENT.

VApplication filed October A18, 1927. Serial No. 226,890.

My invention relates vto railway rolling stock and consists 1n a' novel equalizing c onnection between two sets of frame supporting springs such as is adapted to be used between the driver springs of a locomotive and the springs of a supplemental truck. wishfit to be understood, however, that my invention is not limited to this particular application but may be used wherever two sets of supporting springs are to be equalizedy in my copending application Serial Number 225,895 filed October 13, 1927, I describe and claim an arrangement for the same purpose and the disadvantages of previous constructions set forth in that application., and the overcoming of these disadvantages is the main object of my present invention.

Briefly the objects of myl invention are to eliminate interference between equalizers connecting outside and inside springs, to increase the stability ofjstructuressupported by such equalizers an-d to use interconnecting element-s of less weight than those which have been required previously.

In the accompanying drawings which illustrate my invention- Figure 1 is a top view of one longitudinal half of the rear end ofa locomotive main frame together with the trailing truck supporting the same. Y f

Figure 2 is a side elevation of thestructure shown in Figure 1.

Figure 3 is a transverse view showing some of the interconnecting elements.

Figures 4 and 5 are, respectively, top and side detail views, largely diagrammatic, illustrating a modification of my invention.

Figure 6 is a detail side elevationk illustrating another modication of my invention.

The locomotive main `frame 1 illustrated in Figures 1 and 2 is of any ordinary type and is provided with a rear extension or cradle 2, either formed integrally with the frame or formed separately therefrom and att-ached thereto. This cradle supports the iireboX, ash pan, and cab (not shown) in the usual manner. The frame is mounted upon a series of drivers, the rear one of which is indicated at 3 and the driving aXle 4 carries a box upon which the spring 5 is mounted in The front end of this spring is connected to the other driver springs and the rear end carries a cross bar 6 which is connected to the rear end of the corresponding spring on the other side of the locomotive. y

One wheel piece of the trailer truck is indicated a-t 7 and the forward end of this wheel piecel terminates in .a converging or trans- Vversefnieinber 8, the forward end ofwhich yis articulated with the main frame at 9. The

truck wheels 10 and 11 support the truck frame through springs 12 and 13, respectively, and an equalizer 14 pivoted to the truckfframe at 16. The forward end of spring 13 supports one endvof an equalizer 17 .by means of a link 1S and the other en-d of this equalizer 17 is carried by a link 19 which is pivotally suspended from a lever 201fulcrumed at 21 on a bracket 22 formed 0n the main frame extension 2, the other end of lever being suspended by a link 23 from cross bar `6 extending between thel driver springs 5. The intermediate portion of equalizer 17 is ulcrumed to the truck frame member 8 and supports the latter from the truck spring and driver spring.

With this arrangement, the forwarder inner end of the equalizer may be carried atV points to the rear of the end of driver spring 5 and thus any desired clearance may be provided between the'A equalizer and brakeheads or other rigging applied to the driver 3. By shifting the location of bracket 22 or the point of suspension of link 19 any desired distribution of the equalizer weight maybe obtained and obviously the general arrangement is susceptible oi? many modifications.

One suoli modification is illustrated in `Figures 4 and 5 in whichy the lever 24 piv oted at 25 on the main frame extension 26 has its forward end suspended by a link 27 directly from the rear end oi' driver spring 28, thus eliminating the cross bar 6 shown in Figures 1 and 2. Obviously such an arrangement, where practical, will shorten the equalizer 29, one end of which is carried by lever 24, and will increase the stability of the same as its forward end will be supported farther from the center line of the frame than in the arrangement shown in Figure 1.- The other end o1 equalizer 29 is carried from theV truck spring 3() by a hanger 31 similar to the suspension o1 lever 17 as shown in Figures 1 and 2.

Another modification is illustrated in Figure 6 in which the lever 32 is fulcrumed on the bracket 33 formed on the main frame 36 supports the inner end ot' the equalizer is tub cruined upon the rnain traine extension. In iny above-mentioned .copending' application the structure there described utilizes a soinewhat siinilar equalizer supporting` lever but the saine is fulcruined upon the truck traine.

Obviously various other arrangements oit the parts may be shown without departing' from the spirit of iny invention, and I contemplate the exclusive use ol" all such inodilif cations in the structure as come within the scope ol lny claims. i

I claixn:

l. In a locomotive, a inain traine, a truck frame, a main traine supporting` spring, a truck 'traine 'supporting spring, an yequalizer partly carried by and extending diagonally inwardlyt'roin said truck spring, and a lever pivoted on said niain iranie in the rear of said main 'frame spring and supported at its other end by said main traine spring and carrying` the inner portion of said equalizer.

2. In a locomotive, ya inain traine, a spring supporting said traine, a bracket on said fra-nie beyond the .end of said spring, a lever 'ulcrnnied on said bracket and supported by said spring, a tru-cli fra-ine` a spring support.- ing-qr the saine, and an 'equalizer supported by said truck spring and by said lever and fulcrunied `on said truck :traine to support the latter.

3. Iii a locomotive, .driving wheels, a niain iframe and supporting` springs therefor located inwardly of said wheels, truck Wheels, a truck traine and supporting springs therefor located outwardly of said truck Wheels,1 a member supported by one of said inain traine springs and by a inain vfrain'e @lenient at the rear thereof, and an equalizer supporting said truck traine between the ends of the equalizer', said equalizer having one end supported by one oi' said truck springs and its other end supported by said ineniber.

1l. In a locomotive, a inain traine, supporting,` springs therefor, va transverse member carried by said springs, a lever supported by said inernber and by said traine, a truck traine, a supporting spring therefor, and a truck traine supporting equalizer carried by said truck spring and by said lever. V

5. In a locomotive, a niain fr aine, a truck traine, respective springs for supporting said trames, and `a compound connection between said springs comprising a lever carried by one spring and by thc traine supported by said spring, and an equalizer' carried by the other spring and by said lever Aand supporting the other traine. i

In a locon'iotive, a inain traine, a truck traine, respective sorings for supporting` said frames, and a .compound connection between said springs comprising a lever carried by one spring and by the traine supported'by said spring, and an equalizer carried by the other spring and by said lever and supporting one of said frames. v

'i'. In a locomotive, a main traine, `a spring supporting said traine, a 'tulcrinn ineinbejr on said traine, a lever pivoted on said lneinber and supportedby said spring, a truck spring, and an equalizer' bar `carried by said lever and by said truck spring.

8. In a locomotive, a main frame, .driver wheels, journal boxes and springs located between said wheels, truck wheels, journal boites land springs located .outwardly of said truck wheels, a rlever pivoted on said main trarne and carried thereby and by one of said driver springs, and an equalizer bar carried by said lever and by the lother .of said springs.

In testimony whereof I hereunto aiiix niy signature this 5th` day of Oct., 1927.

EINAB G. HALLQU ST. 

